Combined land and air vehicle

ABSTRACT

A land air vehicle comprising a chassis in which is journalled a pair of front steerable wheels and rear driven wheels, a superstructure mounted to said chassis journalling a helicopter rotor assembly, a compressor for creating a supply of pressurized air, a pneumatic motor coupled to the rear wheels, which motor is driven by the compressed air, and a jet propulsion system coupled to the rotor assembly also driven by said compressed air. The vehicle includes control means for selectively operating one or the other of the pneumatic motor or jet propulsion system in manual or automatic operation.

1451 Sept. 11, 1973 COMBINED LAND AND AIR VEHICLE [76] lnventor: JohnAbramopaulos, 24-29 42nd St.,

Long Island City, N.Y. 11103 221 Filed: Apr. 14, 1971 21 Appl. No.:135,458

Related U.S. Application Data [62] Division of Ser. No. 823,639, May 12,1969, Pat. No.

[52] U.S. Cl. 91/482, 91/487 [51] Int. Cl. FOlb 1/00 [58] Field ofSearch 91/188, 476, 478, 91/480, 482, 483, 481, 487, 417/269, 270; 74/60[56] References Cited UNITED STATES PATENTS 1,411,556 4/1922 2,706,3844/1955 2,709,422 5/1955 2,997,956 8/1961 1,964,340 6/1934 3,196,6987/1965 Liddington 74/60 FOREIGN PATENTS OR APPLICATIONS 283,279 9/1928Great Britain 91/480 Primary Examiner-William L. Frech AssistantExaminerGregory LaPointe Attorney-Jerome Bauer [57] ABSTRACT A land airvehicle comprising a chassis in which is journalled a pair of frontsteerable wheels and rear driven wheels, a superstructure mounted tosaid chassis journalling a helicopter rotor assembly, a compressor forcreating a supply of pressurized air, a pneumatic motor coupled to therear wheels, which motor is driven by the compressed air, and a jetpropulsion system coupled to the rotor assembly also driven by saidcompressed air. The vehicle includes control means for selectivelyoperating one or the other of the pneumatic motor or jet propulsionsystem in manual or automatic operation.

14 Claims, 12 Drawing Figures PATENTEDSEPI 1197s SHEET 1 BF PATENTED SEP1 I I975 SHEEI 2 BF 6 PATENTEnsEH i I975 sum 5 or 5 1 (ZOMBINED LAND ANDAIR VEHICLE This application is a division of application Ser. No.823,639, filed May l2, 1969, now Letters Patent No. 3,612,441.

The present invention relates to a combined land and air vehicle andparticularly to combined helicopter and automobile powered by a singlesource of compressed air.

In the past two or three decades several proposals have been advancedfor the construction of combined land-air vehicles, many of whichemployed hydraulic or pneumatic media as a power source. These proposalswere by and large deficient in certain critical areas and they thereforedid not meet with any degree of commercial success. Some of thedeficiencies resulted from the use of separate power systems for each ofthe air and land functions, or the use of multiple movable dynamicconnections in the conduit system whereby considerable power was lostbefore delivery to the thrusting devices, or, the locating of thevarious power systems in places which resulted in the creation of offbalanced structures and severe aerodynamic instability, or, theprovision of complex steering and control gearing which resulted in anoverly complex and expensive vehicle. I

It is the object of this invention to provide a simple,inexpensivevehicle easily convertible from land to air use and back and which willovercome the deficiencies of the prior art.

It is another object of this invention to provide a land-air vehicleemploying a single source of power for both modes of travel, therebymaterially decreasing the complexity of the vehicle. It is also desiredto provide a vehicle having a common steering mechanism for both flightand ground operation.

It is still another object of this invention to provide a land-airvehicle using compressed air as the fluid power media. Such a media hasa decided advantage, in that, only minor amounts of pollutants areproduced, relatively little raw energy is required to produce the degreeof pressure needed and it lends itself to easy manipulation.

It is another object of this invention to provide a land-air vehicleemploying a novel pneumatic positive displacement motor for direct landoperation. It 'being a specific object to provide such a novel pneumaticmotor with novel means for manual and automatic throttling control.

It is another object of this invention to provide a novel jet propelledrotor means for propelling the craft in flight, including novel conduitconnection" from the air supply obviating the need for sealed links anddynamic joints.

It is another object of this invention to provide novel means formounting a helicopterrotor blade and for controlling its pitch and tiltrelative to the vehicle while the same is in motion whereby directionalsteering may be simply and easily accomplished.

It is still another object of this invention to provide a novelhelicopter wherein the tendency of the vehicle body to turn under thetorque of the rotor is eliminated,

thereby excluding the need for anti-torque devices such as auxiliaryrotors or tail structures.

It is, of course, the general object of this invention to provide animproved vehicle comprising the features of both a helicopter and anautomobile, which is simple to construct, inexpensive and easy tooperate. Also, it is an object to provide a vehicle which has adequatespeed and range for modern travel requirement and which is relativelyeasy to maintain.

These objects and advantages, as well as others, will be seen from thedescription which follows. Briefly, however, the present inventionemploys a positive displacement compressor engine producing a supply ofhigh pressure gas which may be fed either to a pneumatic motor whichdirectly powers a drive wheel mechanism for land travel or to a jetpropelled rotor mechanism which provides the flight operation. Thepneumatic motor is controlled by a single movable cam by which its speedand power stroke are timed. The rotor mechanism is fed directly from thecompressor by a single duct with a single dynamic seal and the reactionforce of the jet propulsion system is directed against the rotormechanism itself, therefore doing away with special structural featuresfor the elimination of whipping and rotation of the vehicle itself.

For complete detail, reference is made to the accompanying drawingswhich, because of the nature of this subject, are largely schematic inform. It is believed that such representation presents the currentinvention without unnecessarily encumbering the description. In thedrawings:

FIG. 1 is a vertical cross section of a vehicle embodying the presentinvention;

FIG. 2 is an enlarged sectional view of the burner mechanism shown inFIG. 1;

FIG. 3 is an enlarged detail of the pneumatic motor employed for landoperation;

FIG. 4 is a perspective view of the cam control for the pneumatic motor;FIG. 5 is an end view of the cam shown in FIG. 4;

FIG. 6 is an enlarged detail view of the rotor assemy;

FIG. 7 is a sectional view of the rotor taken along line 7-7 of FIG. 1;

partially sectioned;

FIG. 10 is an enlarged view of the steering column of FIG. 1, and;

FIG. 11 is an enlarged view of the front end steering and suspensionsystem;

' FIG. 12 is a sectional view taken along line 12-12 of FIG. 3.

As seen in FIG. 1, the vehicle of the present invention is shown asbeing without'body, shroud or other covering members. It will beapparent that conventional design techniques, common in either or bothof the arts of land or'air vehicles, may be employed, as desired, toprovide a decorative as well as functional outer covering.Fundamentally, the present vehicle comprises, as part of its fuselage,an elongated chassis 10 to which is conventionally joumalled, forwardand aft, wheel assemblies 12 and 14. The wheel assemblies each comprisea pair of conventional rubber tired wheels, brake mechanisms, andsuspension systems. The front wheel assembly is steerable while the rearwheels 14 are directly coupled to and powered by a reciprocatingpneumatic motor, generally designated 16, mounted within the rear end ofthe chassis 10. Located midway of the chassis 10 is a vertical steeringcolumn 18 and an operators cockpit 20 to the rear of whice rises asuperstructure comprising a vertical standard 22 and a cantileveredstandard extension 24 to which is joumalled a jet propelled helicopterrotor assembly 26. A positive displacement rotary compressor engine 28,supplying the prime motive force for both the pneumatic (motor) 16 andthe rotor assembly 26 is mounted at the forward end of the chassis 10.

The compressor engine 28 is substantially similar to the one shown in myU.S. Pat. No. 3,ll,888 issued on Aug. 27, 1963 and is a self-containeddevice sufficiently capable of supplying the necessary compressed air topower both the pneumatic motor for ground op eration and the helicopterrotor for air operation. While reference is made to the aforementionedpatent for complete structural details and operating parameters, thecompressor engine 28 will be briefly described herein, which, however,should not be deemed to be a limitation upon the scope of the invention.The actual construction of the compressor engine, for example, whetherit be in-line or opposed, or operable on the two or four cycleprinciple, is immaterial and any of the embodiments, variants ormodifications shown in the aforementioned patent will be operable in thepresent vehicle.

Specifically, there is illustrated in FIG. 1 a single unit of an opposedtwo-cycle compressor engine. It will be understood that multiple unitsof similar arrangement may be aligned, as taught by the aforementionedpatent, to provide a multi-cylinder engine of any desired power. Thecompressor unit is contained within a housing 30 and comprises acylinder or combustion chamber 32 opening at each end into a compressionchamber 34 of cylindrical section closed by a front end wall 36 and arear end wall 38.

Contained within each of the compression chambers 34 is a substantiallycircular compression member 40. The compression member 40 is materiallysmaller in diameter than the circular extent or diameter of thecompression chamber 34 and includes as an integral part thereof, a vane42. Both the compression member 40 and vane 42 are of the same length asthe width of the cylindrically sectioned compression chamber 34. Eachcompression member 40 is centrally mounted on a crank pin 44 which isitself secured at each of its opposed ends to a small circular fly wheel46 rotatably located in an undercut portion 48 formed in the respectiveend walls 36 and 38. The fly wheels 46 are provided with a stub axle 50bearingly mounted in the end walls. In the event two or more compressionunits are aligned, the stub axles 50 may be connected together so as tolink the aligned units in a crankshaft arrangement which may be likenedin appearance to that of any well known engine.

Thus, the compression member 40 is connected to the fly wheel 46 so thatthe periphery of the member 40 will roll along the inner cylindricalsurface of the compression chamber 34. With this arrangement, thecompression member 40 and vane 42 when moved occupy the length andbreadth of the compression chamber 34. The compression chamber isfurnished with an air intake 52 and a compressed air outlet 54. Theoutlet 54 is provided with a flap type valve air lock 56 permittingone-way flow of air.

Connected to the ends of each of the vanes 42 is a piston 58 which fitsinto the opposite ends of the combustion chamber 32. Each piston 58 isformed to coincide with the contour of the combustion chamber and isprovided with the usual piston rings, strips or other means to preventgaseous by-pass and to insure an air tight sliding fit. The pistons 58are arranged so as to be operable in opposed relationship and as in anypositive displacement gasoline operated or diesel engine, there isprovided a fuel intake port 60, a gaseous exhaust port 62 and ignitionmeans 64. The particular form of the inlet and exhaust port and theignition system are not detailed herein since reference to theaforementioned patent will provide the necessary structure and operatingmechanisms.

Those skilled in the art will recognize that the structure and operationof the compressor engine may be likened to that of similar gas or dieselengines. Thus, upon initial firing and combustion of fuel in thecombustion cylinder 32, both pistons 58 are forced outwardly and thecompression member 42 is caused to rotate eccentrically with a smallclearance against the inner surface of the compression chamber 34 byvirtue of its connection with the vane 42 and fly wheel 46. As thecompression member 40 and vane 42 rotate, they create within thecompression chamber 34 constantly varying suction and compressioncompartments immediately behind and ahead, respectively, of the point ofcontact of the compression member 40 with the inner surface of chamber34. As the rotation continues, the air in the progressively decreasingcompression compartment increases in pressure and is eventually forcedout of the chamber 34 through the one-way air lock 56 into a receivingchamber 66. On continued operation of the engine 28, the chamber 66 isprovided with a steady, albeit, pulsating source of high pressurecompressed air. To avoid the pulsating effect, multiple unit engines maybe employed as indicated previously.

As shown in the aforementioned patent, the present engine also providesthe compressed air outlet 54 with an air shunt mechansim 68 which willact as a throttle for the supply of compressed air to the chamber 66.The shunt mechanism 68 comprises a by-pass valve 70 cyclically operablethrough an adjustable cam mechanism 72. The valve 70 may be caused toopen a passage between the compressed air outlet 54 and a shunt conduit74 to bleed off the desired selected amount of air prior to itscompression and passage into the chamber 66 to thus regulate the volumeof air passed thereto. By causing all of the fluid to pass through theshunt 68, the engine 28 may be idled without activating either thepneumatic motor 16 or the helicopter rotor 26. The vehicle can,therefore, be maintained in neutral" merely by operating a single valveand without effect on the prime power source, the rotor or the pneumaticmotor.

The compressed air is thereafter passed from the receiving chamber 66 toa diversion conduit 76 where it may then be selectively shunted ordiverted to either the motor 16 or rotor 26. For convenience, thediversion conduit 76 is provided with a pair of branch conduits 78 and80 arranged in a Y formation. As seen in detail in FIG. 2, a rigid flap82, preferably of metal or other substantially non-flexible, heatresistant material, and of a size conforming to the interior of theterminal section of the conduit 76, is secured at the juncture of theconduits 78 and 80. The flap 82 is mounted on a rotatable shaft 84 andis movable to selectively cover the entrance of either of the deliveryconduits 78 and 80 thereby blocking the flow of compressed air from oneand directing it into the other. Secured to the end of shaft 84 is ahandle 86 which is provided with appropriate linkage (not shown) to thecockpit to permit the operator to easily manipulate the flap 82. Thus,the operator-may alternate the compressed air flow to either thepneumatic motor 16 or the helicopter rotor 26 as desired.

Within the diverting conduit 76 just prior to its terminal section islocated an auxiliary gas heater 88 comprising a foraminous burnerhousing 90, a fuel nozzle 92 and an igniter mechanism 94. The auxiliaryheater 88 is provided with conventional control mechanism located in theoperator's cockpit whereby the operator may selectively heat thecompressed air produced by engine 28 to prevent icing conditions in theoperation of the jet rotor or give extra power as may be required. Thisunit raises the temperature of the moving compressed air, therebyincreasing its volume by expanding its molecular activity. The increasethus provides greater moving capacity and/or energy.

A pair of ducts 96 lead into the diverting conduit 76 and are located sothat one precedes and one floows the gas heater 88 in the direction offlow of air through the receiving conduit. Each duct is provided with aball valve mechanism 98 and stick control 100 which, with appropriatelinkage, can be made to extend into the operators cockpit for directmanual control.

The vehicle may be provided with auxiliary mechanisms requiringcompressed fluid for operation such as a jet nozzle to cause the vehicleto yaw in direction or by directing air to the exhaust manifold of theprime mover to completely burn the products of combustion and thuscontrol pollutants or for airconditioning or for power tools, etc. Oneof the ducts 96 may, therefore, be used to feed compressed air from thediverting conduit 76 to that mechanism.

The compressed fluid thus produced in the engine 28 can be fed throughone of the delivery lines 78 and 80, or ducts 96, at the selection ofthe operator to power the pneumatic motor 16 or the jet propelled rotorassembly 26 or any of the auxiliary mechanisms.

Let us consider first the operation of the pneumatic motor 16 and theground mode of travel. Referring to FIGS. 1 and 3, the motor 16comprises a positive displacement, single acting, reciprocating motordirectly powered by a uni-directional flow of compressed air having aplurality of cylinders 102, similar to those employed in conventionalreciprocating gasoline engines. Only two cylinders 102 are shown herefor illustration, although for self-starting operation at least threemay be required. The cylinders 102 are located within a suitable housingH mounted to the chassis and are uniformly arranged about a Z-shapedcrankshaft S disposed generally along a central axis X. Each cylinder102 has an enclosed head 104 shrouded by a common manifold 106 directlyconnected to the delivery conduit 78. Located in each head 104 withinthe manifold 106 is an admission or inlet port 108 provided with a liftvalve 1 10 through which the compressed air may be admitted. Midwayalong the length of the cylinder 102, there is provided a series ofradial holes 1 16 covered by shroud l 18 leading to a common duct 120for rapid exhaustion of air from the cylinder interior. Within theinterior of each cylinder is a piston 122 furnished with conventionalsealing rings 124 permitting free movement without by-pass of air. A rod126 extends from the rear of each piston 122 and is linked through anarticulated connection 128 and a collar 130 to the center section 132 ofthe Z-shaped crankshaft S. The pistons 122 are adapted to cyclicallyreciprocate in a forward exhaust stroke and a rearward power stroke onthe timed and sequential operation of the inlet lift valves 110admitting air to the cylinders 102. On the rearward power stroke thepistons alternately force the crankshaft to rotate about the axis X. Thecrankshaft carries each piston forward during the exhaust stroke toexhaust the air from the cylinder.

The admission valve 110 is usually open for only a fraction of the cycle(under normal running) and is closed for most of the cycle including thereturn of the piston 122. During such return, should any excessivecompression build up within the cylinder 102, the lift valve 110 willautomatically raise since it opens outwardly into the manifold chamber106 and permits such compressed gas to mix with the incoming gas.Consequently, relief valves, etc. are not required and there will be noloss in efficiency of the motor. This is, of course, possible as aresult of the structural relationship between crankshaft S and pistons122 which allows the cylinder in the power stroke (receiving air fromthe manifold 106) to exert greater turning force on the crankshaft thanany resistance created in the other cylinder by the return stroke.

The crankshaft S lies entirely in a common plane, and in addition to thecenter section 132 comprises an axial forward section having a splinedend 134 and an axial rearward section 136. The forward spline section134 is supported in a pair of bearing blocks 138 mounted between thecylinders 102 and the rearward section 136 is supported in a bearingblock 140 mounted to the housing H. The rearmost end of the crankshaftis provided with a bevel gear 142 adapted to mesh with a correspondinggear 144 secured to the transverse axle 146 of the wheel assembly 14(see FIG. 1). Adjacent the rearmost end of the crankshaft S is secured afly-wheel 148 which smooths out the pulsations and produces an even flowof power. The cylinders and the engine and the valve mechanisms are sotimed that when they cam is at its highest and longest point of lift,inlet valve will alway be in the open position permitting air intocylinder and applying pressure on piston thus preventing any point ofinoperability. In this case, the pneumatic motor being directly attachedto the rear wheels with gearing, the position of the flywheel will varyaccording to the position the rear wheels are in when the vehicle stops.Consequently, the flywheel is not depended on to maintain the crankshaftout of position of dead center and while it assists in this function,its operation is mainly to provide .a smooth running motor.

In the embodiment depicted, the rotation of the crankshaft S, forforward vehicular movement, is clockwise about the central axis X, asindicated by the arrow A. Therefore, the flywheel 148 is arranged toeffect a normal tilting of the plane of the crankshaft in this clockwisedirection. Because of the interconnection of the crankshaft with thepiston and valves, they, too, are maintained out of balance orequilibrium. Those skilled in the art will find such an arrangement verysimilar to that which is employed in conventional reciprocating engines.It is necessary, however, to point out that, in at least one respect,the pneumatic motor 16 differs from other conventional pneumatic motors.Here the usual gear mechanisms or reverse flow valve and piping, forchanging direction or speed are omitted and such changes are effectedonly (as will be described) by the selection of the sequence or timingof the supply of compressed air to the cylinder 102. Therefore, somewhatmore accuracy is required in positioning and setting the variouselements to avoid any dead centering with respect to any cylinder.

The lift valve 110 is furnished with a stem 150 connected to one end 152of a bell crank 154 which is pivotally mounted at 156 to the housing H.A compression spring 158, located between the housing H and the end 152,biases the bell crank 154 and consequently causes the lift valve 110 tomaintain a normally closed position. However, the free end of the bellcrank 154 is provided with a cam rollr 160 which is adapted to engageand pass circumferentially across the surface of a contoured cylindricalcam 162 mounted on the splined end 134 of cranksshaft S. The cam 162 isdesigned to pivot the bell crank 154 and thus move the lift valve 110from the seat of inlet port 108.

To prevent the piston rods from twisting and themselves rotating aboutthe axis X, the connecting arms 128 are provided with an outwardextension 164 to which is mounted a freely rotatable roller 166. The arm164 and roller 166 lie along the axis of the connecting arm 128, theroller 166 engaging within a U-shaped guide rail 168 secured to themotor housing H, as seen in F 1G. 12. Thus, the roller rides within thechannel 170 formed in the U-shaped guide member 168 as the piston rods166 reciprocate the connecting arms 128 fore and aft.

The contoured cam 162, as seen in detail in FIGS. 4 and comprises acylindrical member 174 which has a keyed central bore 176 adapted to fitover the spline 134 to be axially movable thereon as well as conjointlyrotatable. The forward end of the cylindrical member 174 is providedwith a head 178, beneath which is formed a peripheral groove 180 intowhich is loosely fit the lip 182 of a cylindrical cage 184. Attached tothe cage 184 is an elongated control arm 186, preferably linked tocockpit 20, which is manually reciprocable, as indicated by arrows B, toeffect the axial movement of cam 162 on the spline 134.

As seen in detail in FIGS. 4 and 5, the cam body 174 is provided with atriangularly shaped shelf 188 conforming to the curvature of the surfaceof the member. The shelf 88 comprises a base 190 extending parallel toits longitudinal axis substantially from the groove 180 to a point shortof its rear edge, a vertical leg 192 extending normal to the base 190for about a 120 are about the circumference ofthe member, and a side 194extending as a hypotenuse from the end of the leg 192 to the base 190.The edge of the hypotenuse side 194 is inclined, as seen by numeral 196in FIG. 5, to provide a smooth transitional surface for the cam roller160. The edge of the base 190 is provided with a somewhat sharper yetinclined surface to permit a more abrupt transition for the cam roller.The leg 192, on the other hand, is sharp and perpendicular insuring anabrupt and positive drop from the cam surface.

As will be seen more clearly from FIG. 3, the shelf surface 188 isinclined upward from front to the rear. At the groove 180, the shelf isbarely higher than the surface of member 174 but, at the rearward end(i.e., near the leg 192) the shelf 188 I is of considerable height.Since the elevation of the shelf 188 causes the bell crank 154 to moveagainst the spring 158 and consequently raise the lift valve 1 10, thedistance of the lift valve 110 is raised will depend upon the axiallocation of roller 160 on the shelf and may consequently vary from zeroto the maximum height of the shelf 188. The axial location of the roller160 also determines the period of time the lift valve 110 is raisedsince the bell crank 154 remains in pivoted position during the entirecircumferential traverse of the roller 160 across the shelf 188. Sincethe shelf 188 never exceeds an arc of 120 of the cam 162, each of thevalves 110 can only be raised from the inlet port 108 for, at most, onlya third of the revolution of the crankshaft cycle. Because of this, thepistons 122 are pressurized in sequence and for a set period of time. Asseen in the drawing only two pistons are shown, one piston is in theexhaust period while the other is in the power period. Since the shelf188 widens circumferentially in a continuous manner from 0, at thegroove 180, to 120 at the leg 192, cycling of admission of power is indirect relationship to the extent the lift valve 110 is raised and iscontrolled together with it by the shifting of the cam 162 axially onthe crankshaft.

As motor 16 is started, it is necessary to supply the pistons with largevolumes of compressed air since they are required to exert aconsiderable torque to overcome the inertia of the crankshaft S. This isaccomplished by movement of rod 186 forwardly, thereby causing the cage184 to carry the cam 162 forwardly along the spline 134 positioning thecam 162 with the widest portion of the shelf 188 in rolling contact withthe cam roller 160. The bell crank 154 is thereby caused to open thelift valve 110 the greatest distance for the longest period possible. Asthe pneumatic motor 16 turns over and the crankshaft S rotates, gainingmomentum, less power is required. The control rod 186 is movedrearwardly, thereby shifting the cam 162 to place a narrower portion ofthe shelf 188 in contact with the cam roller 160, decreasing the timeand degree of opening of the lift valve 110 as desired. Thus, by simplymanipulating the position of the cam 162 on the crankshaft spline, theoperator can effect power throttling of the pneumatic motor 16. This isto be distinguished from the previously described means for throttlingthe supply of compressed air from the compressor engine 28 as by controlof the shunt valve or the heater 88 which, as will be appreciated, doesnot effect the operation of the motor 16 to the same degree. Later,there will be described automatic means for power throttling which isresponsive to the speed of the motor.

The cam 162 is, of course, located with respect to the plane of thecrankshaft to provide for the opening of the lift valve in phase withand only when the respective piston has completed its exhaust stroke andhas returned to a condition closest to the head 104 of the cylinder. Atthis point the flywheel 148 is also located to maintain the crankshaft Sout of dead center. in this manner, the piston 122 is driven rearwardlyby the force of the incoming compressed air through a complete powerstroke and effects full force on the crankshaft S in the direction inwhich the flywheel predisposed it. Since the cam 162 is rotatedconjointly with the crankshaft S, once rotation is effected and acontinued supply of compressed air is made, the system will beself-perpetuating. That is, the timing of the valves and cycling and thephasing of the piston of the system will cause the respective power andexhaust strokes to continue indefinitely to rotate the crankshaft in thedirection of inertial predisposition.

In the absence of gearing mechanism for effecting reversal of direction,the motor 16 must itself be placed in reverse. it is noted that the camshelf 188 terminates short of the rearward end of the cylindrical member174, thus leaving it with a neck-like extension 200. The neck 200 ismade preferably only wide enough to comfortably accommodate the camroller 160 and is furnished with a raised platform 202 similar in crosssection (FIG. to that of the shelf 108 except in reverse. The platform202 is provided with an incline 204 located on the circumference of thecam member 174 so that it overlaps to some degree the inclined edge 196of shelf 188. Thus, should the cam roller 160 be axially shifted fromthe shelf 188 to the platform 202, there would be an instantaneous breakin the motor cycle, placing one of the lift valves 110 out of phase withrespective piston. Consequently, one of the admission ports 108 would beopened to allow compressed air into the cylinder 102 during its pistonexhaust stroke rather than when it had fully completed that exhauststroke. This out of phase admission of power will, of course, occur whenthe crankshaft is in that part of the cycle where the weight of theflywheel 148 is oppositely located to its inertial position, beingtitled in the clockwise half of its cycle about the central axis. Atthis point, the out of phase admission of compressed air creates an outof phase power stroke on an out of phase crankshaft, resulting in atorque on the crankshaft, contrary, (i.e., counterclockwise) to itsinitial revolution, thereby immediately reversing the rotation of thecrankshaft. The shelf 202 is also provided with a sharp edge 206 so thatthe repetitive phases of the piston strokes are, in their reversedirection, virtually identical to those of the forward direction.Therefore, continued reverse operation proceeds as in the previouslydescribed cycle and continues until the cam 162 is shifted back alongthe spline 134 to where the cam roller 160 rides on shelf 188 returningthe motor 16 to forward movement. Even when motor 16 comprises more thanthree cylinders, it is necessary to break into a piston cycle to reversethe operation. The cam 162 may be fashioned so that the platform 202merely reverses or charges the order in'which the respective cylindersor pistons are pressurized.

The throttling of the motor 16 has been described so far as a manualfunction. Automatic throttling and reversal of the motor 16 is effectedby making the movement of the cam 162 directly responsiveto the flow ofcompressed air through the conduit 70 so that it will shift along thespline 134 of the crankshaft without manual direction in direct responseto the variance in power supplied from the compressor engine 28. Aventuri device 200 is placed in conduit 78 and is adapted to have all ofthe compressed air, passing from engine 20, flow through it. Extendingfrom the venturi is a duct 210 leading to the rear end of sealed chamber212 which is placed axially adjacent to the cage 184. Extending from theforward end of the chamber 212 is a second duct 214 which leads back tothe delivery conduit 78, ahead of, or upstream, of the venturi 208.Chamber 212 is fitted with a piston-like device 216 which is resilientlyspaced from its rear wall 218 by a spring 220. The piston 216 isfurnished with a rod 222 slidably sealed and extending axially throughthe rear wall 218 into fixed engagement with the cage 184.

Both ducts 210 and 214 are provided with three-way valves, 224 and 226,respectively, by which flow of air may be regulated therethrough. Itwill be appreciated that flow of compressed air through the venturi 208will create a differential in pressure in ducts 210 and 214 resulting inthe drawing of a vacuum on the spring side of piston 216 and thecreation of a positive pressure on the face of the piston 216 directlyproportional and responsive to the speed and volume of compressed airflowing in the duct 78. Consequently, as motor 16 increases in speedand/or the flow of air from engine 20 increases, the differential willforce the piston 216 rearwardly overcoming the bias of spring 220. Thecam 162 will thus be caused to shift in a corresponding manner.Conversely, as the motor 16 decreases in speed and/or air flow fromengine 28 lessens, the differential between ducts 210 and 214 spring 220will move piston 216 and ultimately cam 162 forwardly. The use of thetwo three-way valves 224 and 226 when opening ducts 210 and 214 to duct78 insures reaction on both sides of the piston during even smallvariances in pressure differential making the pneumatic motor 16 moreresponsive to the supply of energy and therefore smoother operating. Thevalves 224 and 226 permit disconnection of automatic operation withouteffecting the flow of compressed air. Also, by venting both valves 224and 226 manual operation through control rod 186 can be effected withoutany residual drag from the piston 216.

' Reverse operation is automatically effected through asecondaryapparatus comprising a third duct 228 located further upstreamfrom duct 214 which leads into a second chamber 230. The second chamber230 is provided with a plurality of air vents 232 and a piston 234having a rod 236 extending out of its rear end which extends into thesealed first chamber 212 so as to be in contact with the fact of theprimary piston 216. The secondary system is also provided with athree-way valve 238 which is normally open so as to pressurize thechamber 230 to normally maintain the rod 236 in position against theprimary piston 216. Thus, the primary piston is prevented from movingsufficiently forward to carry the cam 162 into its reverse positionrelative to the cam roller 160. This condition is effected so long asvalve 238 is open to duct 78 and no matter whatcondition the primarythree-way valves 224 and 226 are in. Further, the chamber 230 may belocked under pressure with the rod 236 in extended position merely byclosing valve 238. Reverse operation is, however, obtained when thethree-way valve 238 is opened so as to vent'chamber 230 to atmosphere,negating the functioning of the secondary piston 234. Thereafter, shouldthe primary valve 226 be also vented, the force of spring 220 willoperate to move the primary piston 216 to an extreme forward position,thus shifting the cam 162 into its reverse location.

The three-way valves 224, 226 and 238 are all provided with controllevers linked in conventional manner to the cockpit area so as to beeasily manipulated by the operator. These links may also be providedwith various interlocking mechanisms which provide for positive shiftingfrom forward to reverse or back by manipulation of a single mechanismrather than requiring the operation of two or more valves. Conventionalservo mechanism, relays and low power motors may be used to this end.

Having now described the structure and operation of the mechanismeffecting land operation, we can turn to a description of the rotorassembly 26 and its function.

Returning to FIG. ll, it will be recalled that the rotor assembly iscantilevered over the vehicle on a vertical standard 22 and extension24. The standard 22 and the extension 24 are hollow and preferably oftubular shape, although a rectangular frame is equally suitable andshould provide the needed strength and pleasing appearance. The rotorassembly 26 is mounted on a tubular vertical post 240, the center ofwhich defines the vertical axis Y of the vehicle. This axis Y isperpendicular to the horizontal axis X and intersects it at whatconstitutes the center of gravity of the vehicle. It will be observedthat the various components of the vehicle are balanced about the centerof gravity and the two axes providing considerable stability andbehavior characteristics.

The vertical post 240 is integrally connected to the extension 24 and isprovided at its interior upper end with a socket 242 of a universalspherical joint 244. A cooperating ball member 246 completes the joint244 and is provided with a bore 248 from which extends an integrallyconnected tubular rotor hub 250 furnished with a plurality of inwardlydirected fins 252. The fins 252 run substantially the entire length ofthe rotor hub 250, however, their radial inward extent is just short ofthe center axis, providing an axial passage within which is located anelongated control rod 254 engaging the edges of fins 252. In a manner tobe shortly explained, the control rod 254 is adapted to move linearlywithin the passage of the rotor hub 250 and azimuthally about the axisY. Because the control rod 254 engages the fins 252, its azimuthalmovement causes the rotor hub 250 to pivot about the spherical joint toassume a tilt angle, or azimuth, anywhere within a 360 radius of thevertical axis Y. The he or direction taken by the craft during flight isbasically a consequence of the tilt angle or azimuth taken by the rotorhub 250. For example, a forward tilt will influence the craft forwardlywhile a rearward tilt will influence it to go rearward. Coupled with thepitch or angle of attack of the blade 266, the vehicle moves upwardly ordownwardly in the direction created by the tilt angle.

To the exterior upper end of the rotor hub 250 is secured, byconventional means, the inner race of a ball bearing 256. Mounted to theouter race of the ball bearing 256 is a rotor housing 258 of generallydomed or hat-shaped to provide an enlarged hollow interior chamber 260and to be relatively symmetrical for balanced rotary movement about therotor hub 250. The

. housing 258 is generally sealed so as to be air tight and has acentral opening 262 aligned with the tubular rotor hub 250 so that itshollow interior 260 is adapted to communicate with the fixed lowervertical post 240 and consequently with the standard extension 24. Therotor housing 258 is furthermore mounted so that its mass and thereforeits center of gravity is well below the ball bearing 256, preferably atthe level of the spherical joint 244. Mounted with the rotor housing 258is a gimbal mechanism 264 to which is secured a rotor blade 266 andcounter weight 268. Control of the gimbal mechanism 264 modifies thepitch of the blade 266 and its angle with respect to azimuth axis takenby the rotor hub 250. Both the blade 266 and the counter weight 268 areexternally sealed by suitable flexible boots 270 preventing the escapeof air but permitting full freedom of movement.

As seen more clearly in FIGS. '7 and 8, the blade 266 extendssubstantially horizontally from the rotor housing 258 and is fashionedsomewhat in the shape of an airplane wing having elongated foil surfaces272 provided with the usual cross sectional curvature to obtain maximumlift and minimum resistance. Extending from the housing 258 and incommunication with its interior 260 is a tubular conduit 274 forming thestructural backbone and longitudinal axis of blade 266. A jet propulsionnozzle 276 is connected with the conduit 274 at the tip of the blade266. The nozzle 276 is adapted to receive air passed through the bladeconduit 274 and is adapted to discharge tangentially and rearwardly withrespect to the counter-clockwise rotation of the blade. With referenceto the earlier description of the compressor engine 28, it will berecalled that the compressed air generator therein was adapted to bediverted into conduit for delivery to rotor assembly 26. It will now beseen that conduit 80 extends through the standard 22 and extension 24terminating short of the lower vertical post 240 to thereby deliver thecompressed air directly to the rotor housing chamber 258. The terminusof conduit 80 is set in a seal member 278 dividing the extension 24 soas to maintain the integrity of the rotor chamber and prevent blow-by ofthe compressed air. The compressed air, produced by the engine 28, isfed with substantially little loss of pressure through the lower post240, the rotor hub 250, the interior housing chamber 260, and the rotorconduit 274 to the tip of the blade where it is forcibly ejected throughnozzle 276 causing the blade to rotate about roller bearing 256.

The jet nozzle 276 may be of any of the conventional easily obtainablevariety but should preferably be of the type which substantiallymultiplies the force and pressure of the compressed air as it is ejectedso as to produce the necessary thrust to rotate the blade 266 withsufiicient angular speed to provide air lift. It will be noted that novalves, dampers or other throttling means are provided for controllingthe flow of air beyond those controls provided in the compressor engine28 itself and in the receiving conduit 76. Consequently, the pneumaticoperation of the rotor is simple, direct and most efficient, utilizingall of the fluid pressure supplied to it. The construction requires onlya single dynamic seal, namely, the ball bearing 256 and may be easilystreamlined. Further, the structure may without material modificationemploy two or more rotor blades of similar form if desired. It will alsobe noted that the delivery of compressed air to the rotor creates noreac' tion or back propulsion in the vehicle. Thus, the vehicle is notsubjected to the influence of whipping or torque reaction commonly foundin other helicopter vehicles. As a resultant advantage, it is notnecessary to provide the vehicle with a tail mechanism or otheranti-torque devices.

It had been noted that the attitude of the vehicle during flight isdependent on the pitch of the rotor blade 266. This is effected throughoperation of control rod 254 on the gimbal 264 as well as on the rotorhub 250. The gimbal 264 (FIGS. 7 and 9) comprises an inner ring 280 anda concentric outer ring 282 located in a plane generally perpendicularto the axis of the rotor hub 250 and substantially at the level of theuniversal spherical joint 244. The inner ring 280 is pivotally securedto the inner wall of the rotor housing 258 by gimbal studs 284 which aremounted in alignment with the axis of the blade 266. The outer ring 282is secured to the inner ring by gimbal studs 286 which are mountedtransversely to the axis of the blade 266 or 90 offset from the innerring gimbal studs 284. The blade 266 and counterweight 268 are providedwith hollow stud shafts 288and 290 respectively, which are secured tothe outer ring 282 also in axial alignment with the inner ring gimbalstuds 284. It will thus be seen that on pivoting the inner gimbal ring280 about its studs 284, the blade 266 can be made to rotate about itsown axis and thereby change its pitch or angle of attack relative to itsdirection of movement. Pivoting the outer gimbal ring 282 about itspivot studs 286 will cause the blades 266 and counterweight 268 tosee-saw with respect to the azimuth axis of the rotor hub 250.

The upper end of the control rod 254 is connected by a floating balljoint 292 to the center bar 294 of an articulated three-bar linkagehaving one end 296 fixed to the interior wall of housing 258 and theother end 298 fixed to the gimbal stud 286, holding the outer ring 282to the inner ring 280 on the diametrically opposed side. It will beobserved that should the control rod 254 be moved in its axialdirection, (i.e., up or down within the rotor hub 250) the three-barlinkage would effect a pivoting of the entire gimbal about the innerstuds 284 modifying the pitch angle of the blade 266. Should the controlrod 254 be pivoted or swung like a freely hanging pendulum, forward oraft or sideways, in azimuthal directions, it would effect pivoting ofthe rotor hub 250 about the spherical joint 244, thereby tilting, in acorresponding manner, the rotor housing 258. However, during the lattermovement of the rotor housing 258, the axis of rotation of the rotorblade 266 tilts away from the azimuth axis of the rotor hub 250 and ismaintained in a plane substantially perpendicular to the ground orparallel to the vertical axis Y. This occurs because the balance betweenthe blade 266 and the counterweight 268 causes the outer gimbal ring 282to seesaw about its outer studs 286. Since the intersection of thevertical axis Y and the horizontal axis X constitutes the center ofgravity of the vehicle. The tilting of the plane of rotation of theblade compensates for the actual tilting of the vehicle caused by thedisplacement of the rotor housing, thus maintaining the vehicle'sstability and aerodynamic maneuverability.

Returning to FIG. l, the control rod 254 is connected via a ball joint300 to a link 302 set within a spherical swivel or bushing 304 securedwithin the extension 24 and is movable by operation of a hand lever 306,conventionally mounted to the extension 24. An up or down pivotalmovement of the lever 306 is translated via the bushing 304 andtransverse pin 310 into a corresponding linear movement of the controlrod 254 causing the three-bar linkage to modify the pitch of the blade266, as previously explained. The link 302 is provided with ahorizontally split portion 308 within which is located transverse pin310 which cooperates and permits the link 302 to move forward andbackwards and sideways and still maintain a pivot point for linearmovement. A boot 312 is provided about the link 302 to seal it withinthe dividing wall 278 to maintain air tight integrity of the rotorhousing 258.

The link 302 is connected to a vertical link 314 via a universal collar3l6-which permits the latter link to slide with respect to the former.The vertical link 314 is mounted by a pivotal spherical bushing 318within the vertical standard 22 and is joined by a ball joint 320 to alower horizontal link 322 mounted within still another pivotal sphericalbushing 324 in the vehicle chassis 10. The lower link 322 is connectedto the steering mechanism (to be described) so as to linearlyreciprocate as well as to swivel in a horizontal plane about thespherical 3. As a result of this form of linkage, the forces placed onthe lower link 322 is translated to the upper link 302 in directcorrespondence. Consequently, the upper link can be made to reciprocatefore and aft and swivel side to side in a horizontal plane about itsbushing 304. Both movements result in a tilting of the rotor hub 250azimuthally about the vertical axis Y and when combined can cause thehub 250 to tilt in any desired direction. For obvious reasons,structural limitations will and must be placed on the ability of tiltingthe hub backwards as by limiting the extent of linear reciprocation ofthe link 322 so that the'rotor blade 266 will not come into contact withthe vertical standard 22.

The link 322 is operated by a steering mechanism mounted to the steeringcolumn 18 which comprises a vertical hollow frame pivoted at its lowestextremity about a horizontally and transversely disposed axle 326. Asseen in FIG. I, the steering column 18 is resiliently supported innormally upright position by a dampening device 328 angularly positionedbetween it and the forward portion of the vehicle chassis 10. Thedampening device 328 comprises a cylinder 330, a piston 332 and a spring334 mounted within the cylinder to act on both faces of the piston 322.The relative positions of the spring 334 and piston 332 may be adjustedby conventional means to effect a variable bias on the piston and thuscreate a drag on the pivotal movement of the column 18 in bothdirections. The dampening device 328 is provided with a lockingmechanism 336 preferably of the turnknob variety although othervarieties may be employed by which the piston 332 may be securedpreventing movement. Mounted at the top of the column 18 is a rotatableshaft 338 at the end of which is secured a steering wheel 340. Alaterally extending rod 342 (FIG. 10) is connected to the shaft 338 by aloosely fitting collar 344 which is provided with a turnknob lock 346 bywhich it is selectively secured to the shaft 338. Pivotally connected tothe end of the lateral rod 342 is a vertically depending rod 348 whichis pivoted at its end to a transverse horizontal pivot beam 350fulcrumed at its center 352, forming a four bar parallel link wherebyrotation of the wheel 340 will be translated into a correspondingmovement of the beam 350. The movement of the beam 350 is dampened by aspring loaded dash pot 354, similar in construction to the dampeningdevice 328 employed to hold the col umn 18 upright. The dash pot 354 isconnected to the free end of beam 350 and is held by a bracket 356 tothe column 18 itself. Fixed to the beam 350 at its fulcrum 352 is avertical rod 358 which is pinned to the end of the lower control link322 (FIG. 1) previously described. It will thus be seen that the pivotalmovement of the column 18 about the axle 326 creates the linearreciprocal movement in the control link 322 which, as previouslydescribed, is translated to the control rod 254 as a tilting force onthe rotor hub 250. It will also be seen that rotary actuation of thewheel 340 causes the lower control link 322 to swivel in the horizontalplane, as previously described, resulting in a similar tilting of therotor hub 250. Both dampening mechanism 328 and the dash pot 354 areself actuating. They act, therefore, to automatically trim or return thecolumn 18 and wheel 340 to their normal or neutral positions, if theyare freed of manual restraint placed thereon by the vehicle operator,and consequently the control rod 250 is maintained generally in aneutral position.

It will also be noted that it is only the pivoting, fore and aft, of thesteering column 18 which will cause the rotor hub 250 to tilt fore andaft. Operation of the steering wheel 340 causes only side to sidemovement. This feature has a built-in safety factor, in that, because ofthe angular disposition of the dampening means 328, the forward andrearward pivoting of the column 18 is spring-controlled. Thus, bylightly clamping locking mechanism 336, the advantages and features of acollapsible steering column for ground operation are obtained.

Turning now to the remaining features of the present vehicle, namely,the land steering and suspension systems, reference is made to FIG. 1and 11. The steering wheel shaft 338 is provided with a screw worm 360which is engaged by a sector gear 362 secured at the end of an elongateddepending arm 364, pivoted at its center by a transverse bolt 366 sothat it is movable in an arcuate manner fore and aft by rotation of thewheel 340. The lower end of the arm 364 is pivotally connected to a tierod 370 and in its neutral position, the pivot point between arm 364 andthe tie rod 370 is in alignment with the pivot point of steering column18. Fore and aft movement of steering column 18 will thus not affectmovement of tie rod 370, which extends forward of the vehicle, as seenin FIG. 11, and is connected by a bell crank mechanism 372 to atransverse lever 374. The lever 374 extends across the vehicle and isconnected to the kingpin 376 of each of the front wheel assemblies 12(only one shown in FIG. 11). To actuate the ground steering mechanismjust described, the dampening means 328 is located by turning of knob336 and the collar 344 is loosened by opening the turnknob 346. Thus,the flight steering mechanism is locked-out and will not interfere withground handling. On the other hand, it will be noted that there are nofacilities provided to lock-out the ground steering mechanism whenflight is effected. Since the ground wheels will not effect flightdirection such lock-out is unnecessary. However, if desired, suitablemeans may be provided to this end. This construction has a decidedadvantage not generally found in the prior art. Here a single controlmechanism is provided for both flight and ground modes of travel.Conversion from one mode to another can and is accomplished merely byoperation of one or both of the lock mechanisms 336 and 346 and does notrequire separate control panels, cockpits, etc.

Continuing with FIG. 11, the suspension system is of the trailing armtype with a torsion bar spring action. While only one side of thevehicle is shown, the construction is symmetrical and the completesystem will be obvious. Mounted to the underside of the chassis is amounting plate 378 shaped to conform with the chassis having a tubularaxial extension 380 within which a tubular rigid wheel axle member 382is mounted. The axle 382 to which the wheels are journalled is held by aplurality of bushings 384 and has a solid angular extension 386 directedto the rear of the vehicle which is pivotally connected to the kingpin376. The bushings 384 support the axle 382 firmly, permitting theextension 386 to trail in cantilivered fashion. Located within the axle382 and extending substantially to the center line of the chassis 10 isa torsion bar 388. The outward end of which is fixedly secured withinthe axle 382 as at 390 while the inward end is secured within anadjustable lock mechanism 392 designed to hold the bar with desiredflex.

The rear wheel assembly suspension system is similar to the front wheelsuspension shown, except that the kingpin and steering mechanism isreplaced by the driving axle previously described. This form ofsuspension system is effective to support the vehicle chassis and tomaintain the proper degree of resilient ground action and control. It issimple yet very effective. It is easily adjustable and will respondquickly to modification of loads placed thereon.

Various elements which are desirable for a complete vehicle of this typehave been omitted from the present description. For example, it will benecessary to provide some latch or locking means for holding the rotorblade in fixed position during ground travel so that it does not bounceor inadvertently shift position as the vehicle travels over bumpy roads.Such latch means are available and should preferably be located as tohold the rotor blade rearwardly in line with the axial extent of thechassis. A brake mechanism is also necessary for stopping the movementof the vehicle on the ground. Such a system may be of the fluid typecommon in automotive vehicles. An electrical light, signal and ignitionsystem is also required. It is not proposed to go into lengthy detail ofsuch elements or their combination with the structure herein describedsince such elements are more or less conventional and freely availablefrom the prior art. They can easily be developed and combined within thepresent vehicle and there nondisclosure here should in no way be takenas a material limitation or omission.

Having previously described the function of the various structuralelements, it is also believed unnecessary to go into great detailconcerning the over-all operation of the vehicle. The compressor engine28 is of course first started and the engine idled to develop asufficient supply of pressurized fluid air. The operator chooses hismode of travel by activating the control steering column mechanism andthe diverting valve 86 accordingly. During ground operation, theoperator controls steering through the front wheels 12, permitting themotor 16 to operate automatically if he so desires. Manual throttlingmay, if he chooses, be accomplished just as in an ordinary automobile.Flight is sustained merely by the continued diversion of compressed airto the rotor assembly. Should, for any reason, the engine 28 cease tofunction or the diversion of pressurized fluid halt, the rotor assemblyshould have sufficient momentum to permit auto-rotation for the craft toland slowly and safely.

Having now described a vehicle embodying the present invention, it willbe appreciated that the various enumerated objects have been obtained.It will be of interest, however, to point out that the present vehiclereduces the amount of fuel pollutants exhausted to the air since onlythe compressor engine employs a combustible fuel and, as pointed out inU.S. Pat. No. 3,101,888, of only small quantity.

The vehicle produces highly effective levels of compressed air,utilizing the same in highly efficient and powerful pneumatic motors andjet nozzle rotors producing an economical road and air vehicle.

Specifically, it will be noted that the pneumatic motor is simple inconstruction, employing no gearing for either speed control or controlof internal mechanisms and is, therefore, economical to build andmaintain.

The rotor mechanism is not directly connected to the prime mover and,therefore, its speed is not directly a function of the production ofcompressed air but more of a function of blade pitch and nozzlepressure. The rotor assembly also eliminates anti-torque mechanism andgearing devices and is, therefore, also simple and inexpensive both tofabricate and operate.

In view of the above disclosure which is, of course, illustrative onlyof the present invention, it is intended that the scope thereof belimited solely by the appended claims.

I claim:

l... A pneumatic motor comprising a supply of compressed fluid as asource of power, an elongated crankshaft, a plurality of cylindersarranged about said crankshaft, each of said cylinders having a fluidinlet for admitting fluid to said cylinder, an outlet for exhaustingsaid fluid and a piston movable therein in response to the flow of fluidtherethrough, a common manifold surrounding said respective fluidinlets, a conduit connecting said manifold to said supply of compressedfluid, a rod extending outwardly of each piston and journalled to saidcrankshaft to rotate the same on movement of said piston, valve meanslocated in each inlet to control flow of fluid into the respectivecylinder, and means linked to said crankshaft for operating said valvesto sequentially admit fluid from said manifold to said cylinders inphase with a predetermined angular position of said crankshaft about itsaxis,'and including means responsive to changes in pressure of thecompressed fluid in said conduit to operate said means linked to saidcrankshaft.

2. The motor according to claim 1 wherein said means for operating theinlet valves comprises, a cam located on said crankshaft and rotatabletherewith, and cam follower means connected to each of said inletvalves, said cam and cam follower means being cooperable on rotation ofsaid crankshaft to open said valves for a predetermined distance andperiod of time and then to close the same.

3. The motor according to claim 1 wherein said cylinders are disposedradially about said crankshaft, said crankshaft comprising a pair ofopposed axial end portions bearingly mounted for rotation and a centralangular portion lying in a common plane therewith to which the pistonrods are journalled and includes a fly wheel predisposing saidcrankshaft for rotation in a predetermined direction.

4.. The motor according to claim 3 including means for operating theinlet valves at a time other than in phase with said predeterminedcrankshaft position, thereby effecting reverse rotation of saidcrankshaft.

5. The motor according to claim 2 wherein said cam is provided with acontinuously variable contour and said cam and cam follower means aremounted for relative displacement with respect to each other whereby theopening and closing of the inlet valve may be varied.

6. A pneumatic motor comprising a supply of compressed fluid as a sourceof power, an elongated crankshaft, a plurality of cylinders arrangedradially about said crankshaft, each of said cylinders having a fluidinlet for admitting fluid to said cylinder, an outlet for exhaustingsaid fluid and a piston movable therein in response to the flow of fluidtherethrough, a common manifold surrounding said respective fluidinlets, a conduit connecting said manifold to said supply of compressedfluid, a rod extending outwardly'of each piston and journalled to saidcrankshaft to rotate the same on movement of said piston, valve meanslocated in each inlet to control flow of fluid into the respective cylinder, and means linked to said crankshaft for operating said valves tosequentially admit fluid from said manifold to said cylinders in phasewith a predetermined angular position of said crankshaft about its axis,said means for operating said valves comprising, a cylindrical memberprovided with a first circumferentially and axially contoured camsurface providing a uniformly and continuous variation axially along itslength, said cylindrical member being mounted on said crankshaft forrotation conjointly therewith and axial displacement relative thereto, acam follower for each of the inlet valves comprising a roller adapted toride on said cylindrical member in engagement with said first camsurface, lever means connecting said rollers with their respective inletvalves and being adapted to open and close said inlet in response to themovement of said rollers on said first cam surface, and means foraxially displacing said cylindrical member on said crankshaft to varythe opening and closing of said inlet valves in accordance with therelative positions of said cam rollers and said first cam surface.

7. The motor according to claim 6 wherein the cylindrical member isprovided with a second cam surface oppositely contoured to that of saidfirst cam surface, and axially positioned adjacent thereto, said firstand second contoured cam surfaces being circumferentially offset fromeach other so that on axial displacement of said cylindrical member fromone surface to the other, the cam rollers will effect an out of phaseopening of the inlet valves, thereby reversing the operation of saidmotor.

8. The motor in accordance with claim 6 wherein said first cam surfaceincludes a triangular inclined shelf flaring uniformly in the radial andcircumferential direction substantially along the axis of saidcylindrical member from one end to the other, whereby the cam roller isadapted to be moved radially outward with re spect to said cylindricalmember for a predetermined traverse of its circumference.

9. The motor in accordance with claim 8 wherein lever means connectingsaid inlet valve and the cam roller comprises, a bell crank and springmeans normally biasing said inlet valve closed, said bell crank beingoperable during the traverse of said roller on said triangular cam shelfto open said inlet valve.

' It). The motor according to claim 6 including a chamber and a controlpiston movable therein, a control piston rod extending outwardly of saidchamber, means connecting the cylindrical cam member to said controlpiston rod for free rotary movement and conjoint axial movementtherewith, a first duct leading from the conduit supplying compressedfluid to said manifold to said chamber on one side of said controlpiston, a venturi located within said conduit downstream of said firstduct, a second duct leading from said venturi to said chamber on theother side of said control piston, said venturi creating a differentialpressure within said chamber causing said control piston to move thereinand displace said cylindrical member in response to the flow of fluid insaid conduit.

11. The motor according to claim 10 including valve means within theducts to selectively open and close the same.

12. The motor according to claim 10 including a second chamber, a thirdduct leading from the supply conduit upstream of said first and secondducts to said third chamber to maintain a pressure therein responsive tothe flow of fluid in said conduit, a second con trol piston and rodextending therefrom, said second control piston being movable underinfluence of pressure within said chamber to engage the face of thefirst control piston to prevent its movement in one directron.

13. The motor according to claim 12 including valve means in the thirdduct for selectively closing said duct to remove the pressure in saidsecond chamber thereby permitting movement of the first control pistonin the one direction.

14. A pneumatic motor comprising a supply of compressed fluid as asource of power, an elongated crankshaft, a plurality of cylindersarranged radially about said crankshaft, each of said cylinders having afluid inlet for admitting fluid to said cylinder, an outlet forexhausting said fluid and a piston movable therein in response to theflow of fluid therethrough, a common manifold surrounding saidrespective fluid inlets, a conduit connecting said manifold to saidsupply of compressed fluid, a rod extending outwardly of each piston andjoumalled to said crankshaft to rotate the same on movement of saidpiston, valve means located in each inlet to control flow of fluid intothe respective cylinder, and means linked to said crankshaft foroperating said valves to sequentially admit fluid from said manifold tosaid cylinders in phase with a predetermined angular position of saidcrankshaft about its axis, including means for controlling the volume offluid admitted to each cylinder inversely responsive to the flow offluid to the manifold.

1. A pneumatic motor comprising a supply of compressed fluid as a sourceof power, an elongated crankshaft, a plurality of cylinders arrangedabout said crankshaft, each of said cylinders having a fluid inlet foradmitting fluid to said cylinder, an outlet for exhausting said fluidand a piston movable therein in response to the flow of fluidtherethrough, a common manifold surrounding said respective fluidinlets, a conduit connecting said manifold to said supply of compressedfluid, a rod extending outwardly of each piston and journalled to saidcrankshaft to rotate the same on movement of said piston, valve meanslocated in each inlet to control flow of fluid into the respectivecylinder, and means linked to said crankshaft for operating said valvesto sequentially admit fluid from said manifold to said cylinders inphase with a predetermined angular position of said crankshaft about itsaxis, and including means responsive to changes in pressure of thecompressed fluid in said conduit to operate said means linked to saidcrankshaft.
 2. The motor according to claim 1 wherein said means foroperating the inlet valves comprises, a cam located on said crankshaftand rotatable therewith, and cam follower means connected to each ofsaid inlet valves, said cam and cam follower means being cooperable onrotation of said crankshaft to open said valves for a predetermineddistance and period of time and then to close the same.
 3. The motoraccording to claim 1 wherein said cylinders are disposed radially aboutsaid crankshaft, said crankshaft comprising a pair of opposed axial endportions bearingly mounted for rotation and a central angulaR portionlying in a common plane therewith to which the piston rods arejournalled and includes a fly wheel predisposing said crankshaft forrotation in a predetermined direction.
 4. The motor according to claim 3including means for operating the inlet valves at a time other than inphase with said predetermined crankshaft position, thereby effectingreverse rotation of said crankshaft.
 5. The motor according to claim 2wherein said cam is provided with a continuously variable contour andsaid cam and cam follower means are mounted for relative displacementwith respect to each other whereby the opening and closing of the inletvalve may be varied.
 6. A pneumatic motor comprising a supply ofcompressed fluid as a source of power, an elongated crankshaft, aplurality of cylinders arranged radially about said crankshaft, each ofsaid cylinders having a fluid inlet for admitting fluid to saidcylinder, an outlet for exhausting said fluid and a piston movabletherein in response to the flow of fluid therethrough, a common manifoldsurrounding said respective fluid inlets, a conduit connecting saidmanifold to said supply of compressed fluid, a rod extending outwardlyof each piston and journalled to said crankshaft to rotate the same onmovement of said piston, valve means located in each inlet to controlflow of fluid into the respective cylinder, and means linked to saidcrankshaft for operating said valves to sequentially admit fluid fromsaid manifold to said cylinders in phase with a predetermined angularposition of said crankshaft about its axis, said means for operatingsaid valves comprising, a cylindrical member provided with a firstcircumferentially and axially contoured cam surface providing auniformly and continuous variation axially along its length, saidcylindrical member being mounted on said crankshaft for rotationconjointly therewith and axial displacement relative thereto, a camfollower for each of the inlet valves comprising a roller adapted toride on said cylindrical member in engagement with said first camsurface, lever means connecting said rollers with their respective inletvalves and being adapted to open and close said inlet in response to themovement of said rollers on said first cam surface, and means foraxially displacing said cylindrical member on said crankshaft to varythe opening and closing of said inlet valves in accordance with therelative positions of said cam rollers and said first cam surface. 7.The motor according to claim 6 wherein the cylindrical member isprovided with a second cam surface oppositely contoured to that of saidfirst cam surface, and axially positioned adjacent thereto, said firstand second contoured cam surfaces being circumferentially offset fromeach other so that on axial displacement of said cylindrical member fromone surface to the other, the cam rollers will effect an out of phaseopening of the inlet valves, thereby reversing the operation of saidmotor.
 8. The motor in accordance with claim 6 wherein said first camsurface includes a triangular inclined shelf flaring uniformly in theradial and circumferential direction substantially along the axis ofsaid cylindrical member from one end to the other, whereby the camroller is adapted to be moved radially outward with respect to saidcylindrical member for a predetermined traverse of its circumference. 9.The motor in accordance with claim 8 wherein lever means connecting saidinlet valve and the cam roller comprises, a bell crank and spring meansnormally biasing said inlet valve closed, said bell crank being operableduring the traverse of said roller on said triangular cam shelf to opensaid inlet valve.
 10. The motor according to claim 6 including a chamberand a control piston movable therein, a control piston rod extendingoutwardly of said chamber, means connecting the cylindrical cam memberto said control piston rod for free rotary movement and conjoint axialmovement therewith, a first duct leading from the coNduit supplyingcompressed fluid to said manifold to said chamber on one side of saidcontrol piston, a venturi located within said conduit downstream of saidfirst duct, a second duct leading from said venturi to said chamber onthe other side of said control piston, said venturi creating adifferential pressure within said chamber causing said control piston tomove therein and displace said cylindrical member in response to theflow of fluid in said conduit.
 11. The motor according to claim 10including valve means within the ducts to selectively open and close thesame.
 12. The motor according to claim 10 including a second chamber, athird duct leading from the supply conduit upstream of said first andsecond ducts to said third chamber to maintain a pressure thereinresponsive to the flow of fluid in said conduit, a second control pistonand rod extending therefrom, said second control piston being movableunder influence of pressure within said chamber to engage the face ofthe first control piston to prevent its movement in one direction. 13.The motor according to claim 12 including valve means in the third ductfor selectively closing said duct to remove the pressure in said secondchamber thereby permitting movement of the first control piston in theone direction.
 14. A pneumatic motor comprising a supply of compressedfluid as a source of power, an elongated crankshaft, a plurality ofcylinders arranged radially about said crankshaft, each of saidcylinders having a fluid inlet for admitting fluid to said cylinder, anoutlet for exhausting said fluid and a piston movable therein inresponse to the flow of fluid therethrough, a common manifoldsurrounding said respective fluid inlets, a conduit connecting saidmanifold to said supply of compressed fluid, a rod extending outwardlyof each piston and journalled to said crankshaft to rotate the same onmovement of said piston, valve means located in each inlet to controlflow of fluid into the respective cylinder, and means linked to saidcrankshaft for operating said valves to sequentially admit fluid fromsaid manifold to said cylinders in phase with a predetermined angularposition of said crankshaft about its axis, including means forcontrolling the volume of fluid admitted to each cylinder inverselyresponsive to the flow of fluid to the manifold.